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(No Model.) 2 Sheets-Sheet 1.

E. KORTING. REGULATOR FOR GAS ENGINES.

Patented July 27, 1886 (No Model.) 2 Sheets-Sheet 2.

E. KORTING. REGULATOR POR GAS ENGINES.

N. PEYERS. Phom-Lmwgmphen wnslungmn. C'v Cv UNITED STATES PATENT Erica.

ERNsr xoRfriNe-, or HANOVER, rRUssIA, GERMANY.

REGULATOR FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 346,374, dated July 27,1886.

Application filed March 10, 1886. Serial No. 194,741.

(No model.) Patented in France June 26, 1885, No. 169,801, and inBelgium June 26,1885, No. 69,410.

To all whom, t may concern,.-

Be it known that I, ERNs'r KRTING, engineer, a subject of the King ofPrussia, and residing in Hanover, Kingdom of Prussia, German Empire,have invented new and useful Improvements in the Regulation of Gas-Motors, (for which I have obtained Letters Patent in France, June 26,1885, No.169,801, and in Belgium, June 2G, 1885, No. 69,410,) of whichthe following is a specilieation.

My invention relates to the regulation of the power of gas-motorsworking by the explosive combustion of a compressed gas-mixture; and itconsists in the method of and means for controlling, by the governor,the quantity of combustion -gas exhausted from the cylinder, and therebydetermining the amount of fresh gas-mixture for the next operativestroke, so that, according as more or less combustion-gas is allowed toescape, the amount of fresh gas-mixture entering into the cylinder willbe greater or smaller.

The invention also comprises a particular construction of theconnections of the governor with the parts controlling the operation ofthe exhaust-valve, and an improvement in the mechanism .for controllingthe valve for the inlet of fresh gas-mixture into the cylinder.

On the annexed two sheets of drawings two different gas-motors arerepresented to which my invention is applied.

Figure l is an elevation, partly in section, and Fig. 2 a transversesection,oi1 a gas-motor with compressing-pump. Figs. 8, 4, and 5 aredetails thereof. Fig. 6 is a transverse section, and Fig. 7 anelevation, partly in section, of a gas-motor in which the explosivegas-mixture is compressed exclusively within the power-cylinder. Figs. 8and 9 represent, to a larger scale and with different positions ofparts, the mechanism for controlling the inlet-valve forgassmixture.Fig. 10 isa transverse section, and Fig. 11 a portion of the scctionalelevation, of the same motor as the one shown by Figs. 6 and 7, but withdifferent construction of the parts connecting the governor with thegear which actuates the exhaust-valve. Fig. 12 is a section on line 1 2of Figs. 10 and 11.

The gas-motors to which my invention is applica-ble require either to beprovided with a pump for supplying gasmixture to the cylinder, or thelatter has to operate during the alternate strokes of the piston as pumpand as power cylinder. Besides, the cylinder, as well as the pump, (ifany is used,) must cach be connected with, or have at its bottom, aspace or chamber adapted to contain the compressed gases when therespective pistons are at the end of their inward stroke, and whichshall be called compressionspaee.77 The fresh gas-mixture is sointroduced into the compression-space of the cylinder that it willsubstantially remain at the bottom thereof, while the combustion gasesissue through an exhaust-port, being above the volume ot' fresh gases.In case the motor is fed with gas-mixture by a pump, the introductionot' explosive mixture and the exhaust of combustiongases takes place atevery inward stroke of the pistons. Preferably the motor is so arrangedthat while it works at full power the exhaust-valve is closed at abouthalf-stroke of the pistons, the closing of the valve consequently takingplace at an earlier period when the power to be produced is less. Solong as the exhaust-valve is open combustiongases issue and freshgas-mixture passes over from the pump through an inlet-valve box intothe cylinder. Upon the closing of the exhaustvalve the piston ot' thecylinder compresses within the space at its bottom the remainingcombustion-gases as well as the fresh gas-mixture having enteredthereinto. The gas-press ure thus produced prevents further inilux ofgas-mixture from the pump, which then compresses within its owncompression-space the gases still contained therein at the time. `When,during the outward stroke of the pistons, (the inlet-valve of thecylinder being closed.) the gases in the pump have re-expanded toatmospheric pressure, an additional portion of fresh gas-mixture will bedrawn in by the pump, this portion being equal to the amount dischargedfrom the pump into the cylinder at the preceding inward stroke, andcolisequently dependent upon the quantity of combustion-gas which hadbeen allowed to escape from the cylinder. rPhus the power of the engineis regulated by the regulation of the exhaust-valve.

Instead of eausin g the exhaust-valve to open IOO but for a very shorttime, it may be kept closed altogether for one or more strokes of thepiston, the engine under these conditions absorbing power instead ofproducing it. If the engine is so arranged that the cylinder Worksalternately as pump and as power-cylinder .the exhaust-valve is ofcourse opened at every alternate inward stroke of the piston only, andwhen the engine is to develop its full power the valve is preferablyopened during the whole period of this stroke. The mode of regulationis, however, alike to that described.

In Figs. l and 2 of the drawings, a is the pump; k, thecompression-space of the same; b, the power-cylinder with thecompressionspace x r, the box containing the valves for admission of gasand air to the pump; c, the Valve for inlet of gas-mixture from the pumpto the cylinder, andZ the exhaust-valve. The valve Z is operated bymeans of a cam, m, rotating with the shaft g, which is connected toV themain shaft by the spur-wheels h and i, the said cam m actuating thevalve by means of a rod, o, which is pressed' upward against the cam bya spring.

For the purpose of causing a variation of the length of time duringwhich the valve is kept open, the cam m is made integral with a sleeve,m2, arranged to be shifted lengthwise on the shaft g by the governor e,and it is constructed of tapering form, soV that according to theposition of the sleeve m2 a broader or a narrower portion of the caniwill be brought p opposite to the roller at the end of the rod o.

The cam may be tapered in a continuous line or stepwise.

The construction o-f the parts for shifting the sleeve m2 preferablyconsists in placing the governor c at the end ofthe shaft g,which ismade hollow (see Figs. 8 and 5) in connecting the arms of thegovernor-balls by toothed sectors to a rod, f, inserted into the shaftg, and in fixing the sleeve m2 to the rodf by a pin, a, passing throughslots in the shaft g.

In the engine represented by Figs. 6 and 7, the piston of thepower-cylinder draws in the explosive gas-mixture during the firstoutstroke and compresses it during the following instroke. Ignitionhaving then taken place, the piston is propelled outward by the pressureof the combustion-gases during the sec ond outstroke, and, by theinstroke following thereupon, the said gases are expelled.

The device shown in combination with this engine for cont-rolling theoperation of the exhaust-valve Z consists in a jack or pawl, s, pivotedto the stem of the valve, and the angular position of which isdetermined by the governor c, through the medium of the rod y and thebell-crank lever e, or by other suitable intermediate gear. According tothe position imparted to the said jack, itis either acted upon endwiseby one of the steps o at the end of the rod o, operated by the cam orcams m', (which are fixed to the shaft 9,) so that in this case thevalve Zwill be opened for a longer or a shorter period, or itis notacted upon at all, (see the position shown in dotted lines,) the valvethen remaining closed.

The means shown in Figs. 10 and 11 for controlling the exhaust valveconsist in a wedge, if, inserted between the valve-stem fw and the rodo, and so connected to the`govcrnor that, when the speed of the enginebecomes less, the wedge will be pushed with a thicker portion betweenthe stem w and the rod o, and the valve Z will be kept open for a longerperiod, whereas when the speed becomes greater the Wedge,in being drawnback more or less, will' present a thinner portion to the action of therod o, and cause the valve to be closed sooner.

The connection between the governor and the wedge t may be establishedby a sliding sleeve, lu, operatedin like manner by the govorner-balls asthe sleeve m2 and a lever, c.

In respect to the construction of the rod o and stem w, it may, besides,be observed that in the drawings the rod o, forked at the lower end, issupposed to slide with its branches between ledges on the flat upper endof the stem zu, and that the said branches at the same time form a guidefor the wedge t. (See also Fig. 12.)

The described valve controlling devices may be used indiscriminatelywith either of the two systems of gas-motors represented by thedrawings.

In gas-motors having a pump for supplying fresh gas mixture, and inwhich the gases are compressed in the cylinder as well as in the pump,means have to be provided by which the inlet-valve c inserted betweenthe cylinder and the pump is securely closed before the charge isignited, but which during the downward stroke of the pistons allow thevalve to open and close by the pressures acting on its surfaces. Forthis purpose the stem rw of the valve c is so combined with a rod, p,operated by a cam, d, and with a spring, q, that, when the rod p ispushed downward by the cam, the spring q will be compressed, and thevalve-stem w left free to move up and down relatively to the rod j),whereas when the cam releases the rod the spring will push the rodupward, and at the same time act upon the stem fw', so as to press thevalve against its seat. The requisite sliding connection between thestem w', and the rod p may be obtained by forming the lower end of pwith a stirrup, p', having a central hole at the bottom in passing thestem w' through this hole, and in iixing to the end of the same a head,102, (preferably consisting in two nuts,) which is of such height thatit may vmove up and down within the stirrup when being depressed,whereas when `the stirrup is pressed upward it bears from below againstthe head wi, and thus keeps the valve closed.

The same arrangement may be employed in engnes'the cylinder whereofworks alter nately as pump and as power-cylinder, the

ICO

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valve in this ease controlling the communication between the cylinderand the supplychannel for gas-mixture.

I elaim as my invention l. In a gas-motor, the combination, with theexhaustvalve Z, having the stein w, rod o, operated. by the cani or camsm, and governor e, of a Wedge, t, inserted between the stein w, and therod o, and parts eonneeting the Wedge to the governor, substantially asand for the purpose set forth.

2. In a gas-motor regulated by means of the exhaust-valve, thecombination, with a hollow shaft, and a governor, e, mounted thereon, ofa bar, f, inserted into the shaft, and connected to the arms ofthegovernor, so as to be moved by the same longitudinally, a sleeve slidingon the said shaft and fixed to the red f by a pin passing through slotsin the shaft, and means for controlling by the displacement of thesleeve the time during which the exhaust-Valve remains open,substantially as hereinbefore specified.

3. In a gas-motor regulated by means of the exhaust-valve, thecombination, with the inlet-valve o, of a bnr, p, operated by a cam orcams, (I, and spring q, and provided with stirrnp 1)', and the stein wof the valve 0 being provided at its end extending into the stirrup witha head, '102, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses. n

ERNST KORTING.

XVitneSses:

A'Lrnn D A. Wnrrrm N, C. llonNG'nAnnEn.

